Stake-pocket for logging-cars



A. ADAMS. I

STAKE FOR LOGGING CARS.

APPL FILED AUG.I6, 1919. 1,355,442, Patented Oct. 12, I 0.

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A. D. ADAMS. TTTTTTTTTTTTTT LOGGING CARS.

APP

G.I6, 1919. 1,355,442. Patented Oct. 12,1920.

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6 M i Mi Baa IIWUNM UNITED STATES ANDERSON DAVIS ADAMS, F GULFPORT, MISSISSIPPI.

STAKE-POCKET FOR LOGGING-CARS.

Application filed August 16, 1919.

T 0 all whom it may concern Be it known that I, ANDERsoN DAVIS ADAMS, a citizen of the United States, and a resident of Gulfport, in the county of Harrison and State of Mississippi, have invented certain new and useful Im rovements in Stake-Pockets for Loggingars, of which the following is a specification.

My invention is an improvement in stake pockets for logging cars, and the invention has for its object to provide a pocket especially adapted for receiving the stakes of logging cars wherein a channel-shaped pocket is provided, having a keeper permanently connected to one side of the pocket and detachably connected with the other side, and normally held connected by releasable trip mechanism, capable of being operated simultaneously for all the stakes.

of one side of a car, from the opposite side of the car.

In the drawings Figure 1 is a perspective view of a portion of a logging car provided with the improved pockets,

Fig. 2 is a transverse vertical section, Fig. 3 is a front view of one of the pockets, Fig. 4 is a side View showing the trip mechanism,

Fig. 5 is a top plan view of the keeper or shackle,

Fig. 6 is a front view of the said keeper or shackle,

Fig. 7 is a eye-bolt,

Fig. 8 is a perspective view of the fixed eye for the keeper,

Fig. 9 is a perspective view of the latch bar.

Fig. 10 is a detail section showing the operating lever and its connections.

The present embodiment of the invention is shown in connection with the body 1 of a logging car, the said car being supported by the usual wheels 2 on the, axles 3. The car is provided with a series of pockets at each side, each of the said pockets being a channel plate consisting of a bottom wall 4 and side walls 5 and 6 respectively, and at each side wall the pocket has extensions 7 and 8 lapping upon the car, and adapted to be secured thereto by bolts and nuts or in any other suitable manner.

Each pocket is an open channel as show and the stakes indicated at 9 are adaptet to be held in the pocket by the shackle or perspective view of the locking Specification of Letters Patent.

PatentedOct. 12, 1920. SeriaLNo. 317,990.

keeper 10 shown more particularly in Figs. 5 and 6. Each of these keepers has eyes 11 at its ends, and one of these eyes is connected with an eye 12 on a block 13, which is arranged within a species of casing 14 on the outer side of the side wall 6 of the pocket.

Referring to Fig.8 it will be seen that this block 13 has a threaded stem 15 which passes through an opening at the bottom of the casing 14 through the extension 8, to the inner side of the car frame, where it is engaged by a nut 16 to hold the same in place. The other eye 11 of the keeper is engaged with an eye 17 on one end of a bolt 18 which has a head 19 at the opposite end. This head is adapted to engage behind a locking lug 20 on the outer face of the side wall 5, and behind a catch 21 on a latch bar 22 which is pivoted at 23 to the said side wall.

Referring to Figs. 4 and 9 it will be seen that the latch bar has a cylindricalhead 24 encircling the pivotal connection 23, and that the side wall 5 of the pocket has 2. lug

' 25 fitting below this head, so that the strain is taken off the pivotal connection, and brought directly on the pocket wall. In addition should the pivotal connection break, the lug 25 which encircles the entire front of the cylindrical head 24 will serve as a bearing to prevent displacement of the bar and release of'the bolt.

The latch bar is held in locking position, that is, with its free end swung upward, by means of a holding bar 26 which is pivoted to the side wall 5 as indicated at 27. This holding bar has a cross head at its front end as shown in Fig. 4, one end of which engages nose 28 on the latch bar, and the other, one end of a trip lever 29 pivoted at 30 below the holding bar. This trip lever is pivoted at its lower end, and the upper end engages the lower end of the cross head of the holding bar.

link 31 is connected with the lever intermediate its-ends, and this link extends through a slot 32 in the extension 7, and in the frame of the car to a connection with a crank 33 on a shaft 34 journaled longitudinally of the car body at the adjacent side.

The shaft 34 is arranged adjacent to each side of the car body, and each shaft is connected to the links 31 of all of the adjacent pockets. Referring especially to Fig. 2 it will be seen that the connection between the that the keepers of all the pockets on either "means comprises a catch 38 on each shaft,

stakes until the lever 29 is swung inwardly V side of the car may be simultaneously released.

. 'Means is provided for preventing accidental movement of the shafts 34. The said each catch'being adapted to engage and hold to a pin 39 on the frame. tion, to place the stakes, the bolts 18 of the keepers are engaged with the latch bars of the pockets, and the holding bar and the trip lever. are placed as shown in Fig. i. The stake is now placed, and it will be obvious that there can be no release of the at its upper end to release the holding bar.

As'many pockets as may be desired. may be placed at each side of the car,,it being necessary only to equip. the shafts 34 with the required number of cranks.

'The operation is as follows:

To release the stakes on one side of the car, at the. left of Fig. 2 for instance,-the' hook38 at the right of the car is released, and the lever 36 at the said side is pulled outwardly. This movement pulls thelever levers 29toward the center of the car, re-

on the left of the car toward the center of the car, and likewise moves the crank on the left toward the center of the car, pulling the shackles 35, the links. 31-, and the trip leasing all of'the stakes on the left of the car. However, the links 31'on the right of the car, that is, on the operators side, are not affected, as the cranks travelin the space of the lost motion connection. 7

The principal feature ofthe hooks 38 is that when the operator raises the hook on In operahis side of the car, he can pull the levers 36 38 on the opposite side of the car, he cannot release the stakes on his side, which would dump the logs onto him. The arrangement is thus a safety device.

I claim 1. In a car, the combination with the body, of a series ofstake pockets at each side of the car and eachadapted to receive a stake, releasable means for holding each stake in its pocket, a link connected with each of said means and having a slot, a shaft journaled at each side of the car and having crank portions engaged within the slots of all the links at the adjacent side of the car, radial arms connected for simultaneous movement and carried by said shafts, the arrangement of said slots being to provide lost motion whereby when both shafts are rocked-by movement of the arm at one side of the car, only the links and consequently the releasing means at the other side ofthe car will be moved;

2. In acar, the combination with the body, of a series of stake pockets at each side of the roar, each pocket being adapted to receive a stake, releasable means for holding each stake in its pocket, a link con-.

neoted with each of sand means, a shaft journaled at each side of the car and connected with the links of the releasing means of all of the pockets of the adjacent sideto simul- ,taneousl release the same each shaft having ,a radial arm for controlling the same,

aconnection'between the arms for constraining them to move together, and a .lost no- 'tion connection betwe'en'each shaft and the links at its side ofthecar for permitting sald shaft to move with the shaft at the opposite slde in its release of the series at the first named side without affecting the releasing means at'thefsaid opposite side, and a safety catch'for each arm.

annnnson DAVIS, A A S. 

